Climate Control System (Datc): Other Ford Escape III

Network Message Chart

MODULE NETWORK INPUT MESSAGES - PCM (DATC WITHOUT SONY® SOUND)

MODULE NETWORK INPUT MESSAGES - HVAC MODULE (DATC WITHOUT SONY® SOUND)

MODULE NETWORK INPUT MESSAGES - APIM (DATC WITH SONY® SOUND)

MODULE NETWORK INPUT MESSAGES - PCM (DATC WITH SONY® SOUND)

MODULE NETWORK INPUT MESSAGES - HVAC MODULE (DATC WITH SONY® SOUND)

The Refrigerant Cycle

During A/C system shutdown, the refrigerant pressures are equal throughout the system. When the A/C compressor is in operation, it uses a piston pump to compress the cool vapor, causing it to become high-temperature/high-pressure vapor. The high-temperature/high-pressure vapor is then released into the top of the A/C condenser core.

The A/C condenser, being close to ambient temperature, causes the refrigerant vapor to condense into a liquid when heat is removed from the refrigerant by ambient air passing over the fins and tubing. The now liquid refrigerant, still at high pressure, exits from the bottom of the A/C condenser and enters the inlet side of the A/C receiver/drier. The receiver/drier is designed to remove moisture and contaminants from the refrigerant system.

The outlet of the receiver/drier is connected to the TXV. The TXV provides the orifice, which is the restriction in the refrigerant system, and separates the high and low pressure sides of the A/C system. As the liquid refrigerant passes across this restriction, its pressure and boiling point are reduced.

The liquid refrigerant is now at its lowest pressure and temperature. As it passes through the A/C evaporator, it absorbs heat from the airflow passing over the tube and fin sections of the A/C evaporator. This addition of heat causes the refrigerant to boil (convert to gas). The now cooler air can no longer support the same humidity level of the warmer air and this excess moisture condenses on the exterior of the evaporator tubes and fins and drains outside the vehicle.

The refrigerant cycle is now repeated with the A/C compressor again increasing the pressure and temperature of the refrigerant.

The PCM controls the A/C clutch relay. The evaporator temperature sensor monitors the temperature of the air that has passed through the evaporator core and sends a signal to the PCM. If the temperature of the evaporator core discharge air is low enough to cause the condensed water vapor to freeze, the A/C clutch is disengaged by the PCM.

The line pressure is monitored so that A/C compressor operation is interrupted if the system pressure becomes too high or too low.

The A/C compressor relief valve opens and vents refrigerant to relieve unusually high system pressure.

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Climate Control System Network Communication

The controls for the climate control system are in one or more locations depending on vehicle option content

1. HVAC Module (DATC)
2. FDIM (part of APIM), if equipped with Sony® sound

On vehicles with Sony® Sound the touch screen and voice commands can be used for climate control inputs.

On vehicles without Sony® Sound the customer inputs are directly inputted in to the HVAC Module (DATC).

When A/C is selected, the HVAC module sends the request to the BCM over the MS-CAN. The BCM then sends the request to the PCM over the HS-CAN.

Climate Control Commands - A/C Request

Climate control commands are inputted through the HVAC module and on vehicles equipped with Sony® Sound inputs can also be commanded through voice commands or the touch screen. When the A/C is requested, the HVAC module sends the message over the MS-CAN to the BCM. The BCM sends the A/C request through the HS-CAN to the PCM.

When an A/C request is received by the PCM, the PCM engages the A/C clutch relay when

1. the refrigerant pressure isn't excessively high or low.
2. the engine coolant temperature isn't excessively high.
3. the ambient air temperature is above 6 C (43 F).
4. a WOT condition is not present.
5. the evaporator discharge air temperature is above 7 C (45 F).

Compressor Clutch

When A/C is requested and A/C line pressures allows, a ground is provided to the A/C clutch relay coil from the PCM, energizing the A/C clutch relay. When the PCM energizes the relay, voltage is supplied to the A/C compressor clutch field coil from the relay.

A/C Compressor Cycling

The evaporator discharge air temperature sensor is an input to the BCM and is relayed to the PCM over the HS-CAN. The evaporator discharge air temperature sensor prevents icing of the evaporator core by measuring the temperature of the airflow immediately after the evaporator core. An accurate evaporator temperature is critical for compressor engagement. The PCM uses the temperature measurement to regulate the on and off time of the A/C compressor to maintain the evaporator temperature within an acceptable temperature range.

The PCM monitors the discharge pressure measured by the A/C pressure transducer. The PCM interrupts A/C compressor operation in the event the A/C pressure transducer indicates high system discharge pressures. It is also used to sense low charge conditions. If the pressure is below a predetermined value for a given ambient temperature, the PCM does not allow the A/C clutch to engage.

Air Handling

The defrost, panel/floor, air inlet, and temperature blend door actuators are stepper motors. There is no feedback circuit or potentiometer for these actuators. The pins labeled Door A, B, C and D are for the different phases (coils) of the motor. All the phases for a given motor are fed from a common power lead, the pin labeled Door Power and the HVAC module controls each phase by turning on/off a low side output for the different phases. The motor turns or "steps" through a series of motions to position the actuator. The HVAC module tracks the actuator positions by counting steps and periodically calibrates itself so it knows how many steps there are for the full range movement of the actuator. The HVAC module sets DTCs by monitoring the current flow through a given phase. If it sees too much current it identifies it as a short circuit. If it does not see any current it identifies it as an open circuit.

When an airflow mode, desired driver or passenger temperature or fresh air or recirculation mode is selected the HVAC module drives the actuator motor in the direction necessary to make the actuator position agree with the expected HVAC module position to be obtained.

The HVAC module sends a PWM signal to the blower motor speed control to control the blower speed. The blower speed control provides variable ground feed for the blower motor. A delay function provides a gradual increase or decrease in blower motor speed under all conditions.

AUTO

When AUTO is selected

1. the HVAC system operates in a manner to achieve and maintain the temperature set by the operator.
2. the air inlet door is automatically controlled by the HVAC module based on the temperature setting.
3. the mode door is automatically controlled by the HVAC module based on the temperature setting.
4. the temperature blend doors are automatically controlled by the HVAC module, based on the temperature setting.
5. the A/C compressor is automatically controlled by the HVAC module, based on the temperature setting. The A/C compressor does not operate if the outside temperature is below approximately 6 C (43 F).
6. the blower motor speed is automatically controlled by the HVAC module based on the temperature setting, but can be manually overridden.

Off

When the system is OFF

1. the air inlet door closes, preventing outside air and allowing only recirculated air.
2. the blower motor is off.

Max A/C

When MAX A/C is selected

1. the air inlet door closes, preventing outside air and admits only recirculated air.
2. the recirculated air indicator is illuminated (recirculated air forced on).
3. the mode doors direct airflow to the instrument panel registers.
4. the temperature blend doors move to the full cool position. Air temperature can be manually overridden.
5. the A/C button is illuminated.
6. the A/C compressor operates if the outside temperature is above approximately 6 C (43 F).
7. the blower motor is commanded to the highest speed. The blower motor speed is adjustable.

Panel

When PANEL mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the instrument panel registers.
3. blended air temperature is available. The airflow temperature can only be cooled below the outside air temperature when the A/C is commanded on.
4. the blower motor is on and the speed is adjustable.

Panel/Floor

When PANEL/FLOOR mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct and the instrument panel registers. A small amount of airflow from the side window demisters and defrost duct is present.
3. blended air temperature is available. The airflow temperature can only be cooled below the outside air temperature when the A/C is commanded on.
4. the blower motor is on and the speed is adjustable.

Floor

When FLOOR mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct. A small amount of airflow from the defroster duct and side window demisters is present.
3. blended air temperature is available. The airflow temperature can only be cooled below the outside air temperature when the A/C is commanded on.
4. the blower motor is on and the speed is adjustable.

Floor/Defrost

When FLOOR/DEFROST mode is selected

1. the recirculated air request button is enabled. If the recirculated air request button is selected (indicator on), the air inlet door closes, preventing outside air from entering the passenger compartment. If the recirculated air request button is not selected (indicator off), the air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the floor duct, the defroster duct and the side window demisters.
3. blended air temperature is available. The airflow temperature can only be cooled below the outside air temperature when the A/C is commanded on.
4. the blower motor is on and the speed is adjustable.

Defrost

When DEFROST is selected

1. the recirculated air request button is disabled. The air inlet door opens, allowing only outside air into the passenger compartment.
2. the mode doors direct airflow to the defroster duct and side window demisters. A small amount of airflow from the floor duct is present.
3. the A/C is turned on in defrost. The Air Conditioning (A/C) compressor operates as long as the outside temperature is above approximately 6 C (43 F).
4. blended air temperature is available.
5. the blower motor is on and the speed is adjustable.

MyTemp

The MyTemp feature can be used to store and recall a preset driver's temperature. This feature is provided so this temperature can be quickly adjusted to a frequently used setting with a single button press. For additional information about MyTemp, refer to the Owner's Literature.

Remote Start - Message Center Set To Auto

Remote start is an optional feature available on this vehicle. In addition to being able to start the vehicle remotely, the remote start feature also utilizes other vehicle systems to increase the level of comfort to the vehicle occupants upon entering the vehicle. For additional information on the remote start feature and the other vehicle systems it utilizes, refer to STARTING SYSTEM Remote Start.

When the factory remote start feature is used, the DATC system automatically sets certain parameters in an attempt to achieve a comfortable cabin temperature. These parameters are set based on outside air temperature. During remote start, the outside air temperature is continually evaluated and HVAC system behavior can change if the outside air changes between cold, moderate and warm temperatures.

For cold ambient air temperatures as determined by the HVAC module AUTO mode to request heat

1. the airflow mode is set to AUTO if Front Defrost is set to Off in the message center. (if the HVAC module requests FLOOR in AUTO mode, FLOOR/DEFROST will be used in remote start mode).
2. the airflow mode is set to DEFROST if Front Defrost is set to Auto in the message center.
3. the temperature is set to 22 C (71.6 F).
4. the blower speed is set to AUTO.
5. the air inlet mode is set to AUTO.
6. A/C is set to AUTO.

For moderate and warm ambient air temperatures as determined by the HVAC module AUTO mode to request heat or cooling

1. the airflow mode is set to AUTO.
2. the temperature is set to 22 C (71.6 F).
3. the blower speed is set to AUTO.
4. the air inlet mode is set to AUTO.
5. A/C is set to AUTO.

Remote Start - Message Center Set To Last User Settings

Remote start is an optional feature available on this vehicle. In addition to being able to start the vehicle remotely, the remote start feature also utilizes other vehicle systems to increase the level of comfort to the vehicle occupants upon entering the vehicle. For additional information on the remote start feature and the other vehicle systems it utilizes, refer to STARTING SYSTEM - Remote Start.

When the factory remote start feature is used, the DATC system automatically sets certain parameters in an attempt to achieve a comfortable cabin temperature. These parameters are set based on outside air temperature. During remote start, the outside air temperature is continually evaluated and HVAC system behavior can change if the outside air changes between cold, moderate and warm temperatures.

For cold ambient air temperatures as determined by the HVAC module AUTO mode to request heat

1. the airflow mode is set to the last user setting if Front Defrost is set to Off in the message center.
2. the airflow mode is set to DEFROST if Front Defrost is set to Auto in the message center.
3. the temperature is set to the last user setting.
4. the blower speed is set to the last user setting.
5. the air inlet mode is set to the last user setting.
6. A/C is set to the last user setting.

For moderate and warm ambient air temperatures as determined by the HVAC module AUTO mode to request heat or cooling

1. the airflow mode is set to the last user setting.
2. the temperature is set to the last user setting.
3. the blower speed is set to the last user setting.
4. the air inlet mode is set to the last user setting.
5. A/C is set to the last user setting.

Heating Ventilation Air Conditioning Module --- DATC

For vehicles equipped with Sony® sound, the DATC system uses voice commands or the touchscreen to control the system. For vehicles without Sony® sound, the HVAC module is the only control interface. For details on the HVAC module communication, REFER to CONTROL SYSTEM LOGIC .

The HVAC requires PMI when it is replaced.

Air Conditioning (A/C) Pressure Transducer

The PCM monitors the discharge pressure measured by the A/C pressure transducer. As the refrigerant pressure changes, the resistance of the A/C pressure transducer changes. It is not necessary to recover the refrigerant before removing the A/C pressure transducer.

A 5-volt reference voltage is supplied to the A/C pressure transducer from the PCM. The A/C pressure transducer receives a ground from the PCM. The A/C pressure transducer then sends a voltage to the PCM to indicate the A/C refrigerant pressure.

In-Vehicle Temperature and Humidity Sensor

The in-vehicle temperature and humidity sensor contains a thermistor and a sensing element which separately measure the in-vehicle air temperature and humidity and sends those readings to the HVAC module. The in-vehicle temperature and humidity sensor has an electric fan within the sensor that draws in-vehicle air across the two sensing elements. The HVAC module adjusts the air inlet door depending on the humidity measured by the in-vehicle temperature and humidity sensor. If the vehicle cabin becomes too humid the HVAC module adjusts the air inlet door to allow more fresh air. When the humidity level drops, it adjusts back to recirculated air.

Ambient Air Temperature Sensor

The AAT sensor is an input to the PCM. If the temperature is below a predetermined value, the PCM does not allow the A/C clutch to engage.

Autolamp/Sunload Sensor

The autolamp/sunload sensor supplies information to the HVAC module indicating the intensity of the sun on the vehicle.

Evaporator Temperature Sensor

The evaporator temperature sensor contains a thermistor. The sensor varies its resistance with the temperature. As the temperature rises, the resistance falls. As the temperature falls, the resistance rises. The evaporator temperature sensor is an input to the BCM and the information is relayed to the PCM over the HS-CAN. If the temperature is below a predetermined value, the PCM does not allow the A/C clutch to engage.

Blower Motor Speed Control

The blower motor speed control uses a PWM signal from the HVAC module to determine the desired blower speed and varies the ground feed for the blower motor to control the speed.

Air Conditioning (A/C) Compressor Clutch

When battery voltage is applied to the A/C compressor clutch field coil, the clutch disc and hub assembly is drawn toward the A/C clutch pulley. The magnetic force locks the clutch disc and hub assembly and the A/C clutch pulley together as one unit, causing the compressor shaft to rotate with the engine. When battery voltage is removed from the A/C compressor clutch field coil, springs in the clutch disc and hub assembly move the clutch disc away from the A/C clutch pulley.

An A/C clutch diode is integrated into the coil for A/C clutch field coil circuit spike suppression.

Internal Heater Exchange (IHX) manifold line

The Internal Heat Exchanger (IHX) manifold line combines a section of the A/C suction and liquid refrigerant lines into one component. It uses the cold vapor from the evaporator to cool the hot liquid from the condenser before it enters the Thermostatic Expansion Valve (TXV). After the Thermostatic Expansion Valve (TXV), more liquid refrigerant is available for absorbing heat in the evaporator. The result is an increase in cooling and operating efficiency of the HVAC system.

Internally Controlled Variable Displacement Air Conditioning (A/C) Compressor (2.5L engine)

The internally controlled variable displacement A/C compressor has the following characteristics

1. a non-serviceable shaft seal.
2. a non-serviceable pressure relief valve installed in the rear of the compressor to protect the refrigerant system against excessively high refrigerant pressures.
3. Uses PAG oil or equivalent. This oil contains special additives required for the A/C compressor. The oil may have some slightly dark-colored streaks while maintaining normal oil viscosity. This is normal for this A/C compressor because of break-in wear that can discolor the oil.

The internally controlled variable displacement A/C compressor changes the swash plate angle using an internal valve, springs and linkage, controlled with refrigerant pressure in the compressor housing, to change the displacement of the A/C compressor.

Externally Controlled Variable Displacement Air Conditioning (A/C) Compressor (1.6L and 2.0L engines)

The externally controlled variable displacement A/C compressor has the following characteristics

1. a non-serviceable shaft seal.
2. a non-serviceable pressure relief valve installed in the rear of the compressor to protect the refrigerant system against excessively high refrigerant pressures.
3. Uses PAG oil or equivalent. This oil contains special additives required for the A/C compressor. The oil may have some slightly dark-colored streaks while maintaining normal oil viscosity. This is normal for this A/C compressor because of break-in wear that can discolor the oil.

The externally controlled variable displacement compressor is electronically controlled by the PCM. The PCM pulse width modulates the ground to the externally controlled variable displacement compressor solenoid to change the displacement of the A/C compressor by changing the swash plate angle based upon the

1. evaporator temperature
2. ambient air temperature
3. engine revolutions per minute
4. vehicle speed
5. A/C high side pressure
6. intake air temperature

Air Conditioning (A/C) Condenser

The A/C condenser is an aluminum fin-and-tube design heat exchanger. It cools compressed refrigerant gas by allowing air to pass over fins and tubes to extract heat, and condenses gas to liquid refrigerant as it is cooled.

Evaporator Core

The evaporator core is an aluminum tube and fin type and is located in the heater core and evaporator core housing. A mixture of liquid refrigerant and oil enters the bottom of the evaporator core through the evaporator core inlet tube and continues out of the evaporator core through the evaporator core outlet tube as a vapor. During A/C compressor operation, airflow from the blower motor is cooled and dehumidified as it flows through the evaporator core fins.

TXV

The TXV is located at the evaporator core inlet and outlet tubes at the center rear of the engine compartment. The TXV provides a restriction to the flow of refrigerant and separates the low-pressure and high-pressure sides of the refrigerant system. Refrigerant entering and exiting the evaporator core passes through the TXV through 2 separate flow paths. An internal temperature sensing bulb senses the temperature of the refrigerant flowing out of the evaporator core and adjusts an internal pin-type valve to meter the refrigerant flow into the evaporator core. The internal pin-type valve decreases the amount of refrigerant entering the evaporator core at lower temperatures and increases the amount of refrigerant entering the evaporator core at higher temperatures.

Receiver/Drier

The receiver/drier stores high-pressure liquid and the desiccant bag mounted inside the receiver/drier removes any retained moisture from the refrigerant.

For 1.6L GTDI, 2.5L engine equipped vehicles, the receiver/drier is incorporated into the LH side of the A/C condenser. The receiver/drier desiccant cartridge is a separate component and can be removed and installed with the A/C condenser in the vehicle.

For 2.0L GTDI engine equipped vehicles, the receiver/drier is externally mounted to the LH side of the condenser core.

Service Gauge Port Valves

The service gauge port fitting is an integral part of the refrigerant line or component.

1. Special couplings are required for both the high-side and low-side service gauge ports.
2. A very small amount of leakage around the Schrader-type valve with the service gauge port valve cap removed is considered normal. Install a new Schrader-type valve core if the seal leaks excessively.
3. The A/C service gauge port valve caps are used as primary seals in the refrigerant system to prevent leakage through the Schrader-type valves from reaching the atmosphere. Always install and tighten the A/C service gauge port valve caps to the correct torque after they are removed.

The fitting is an integral part of the refrigerant line or component.

1. Special couplings are required for both the high-side and low-side service gauge ports.
2. A very small amount of leakage around the Schrader-type valve with the service gauge port valve cap removed is considered normal. Install a new Schrader-type valve core if the seal leaks excessively.
3. The A/C service gauge port valve caps are used as primary seals in the refrigerant system to prevent leakage through the Schrader-type valves from reaching the atmosphere. Always install and tighten the A/C service gauge port valve caps to the correct torque after they are removed.

Mode Door Actuator - Panel-Floor Door

The panel-floor mode door is a stepper motor style actuator. The HVAC module monitors the position of the panel-floor mode door by counting the motor steps as it rotates. The HVAC module drives the actuator motor in the direction necessary to move the airflow mode doors to the position set by the vehicle occupants.

Mode Door Actuator - Defrost Door

The defrost mode door is a stepper motor style actuator. The HVAC module monitors the position of the defrost mode door by counting the motor steps as it rotates. The HVAC module drives the actuator motor in the direction necessary to move the airflow mode doors to the position set by the vehicle occupants.

Mode Door Actuator - Air Inlet Door

The air inlet mode door is a stepper motor style actuator. The HVAC module monitors the position of the air inlet mode door by counting the motor steps as it rotates. The HVAC module drives the actuator motor in the direction necessary to move the air inlet mode door to the position set by the recirculation button and the in-vehicle temperature and humidity sensor information.

Temperature Blend Door Actuator - LH

The LH temperature blend door is a stepper motor style actuator. The HVAC module monitors the position of the LH temperature blend door by counting the motor steps as it rotates. The HVAC module drives the temperature blend door actuator motor in the direction necessary to move the temperature blend door to the position set by the vehicle occupant.

Temperature Blend Door Actuator - RH

The RH temperature blend door actuator is a stepper motor style actuator. The HVAC module monitors the position of the RH temperature blend door by counting the motor steps as it rotates. The HVAC module drives the temperature blend door actuator motor in the direction necessary to move the temperature blend door to the position set by the vehicle occupant.

Refrigerant System Dye

A fluorescent refrigerant system dye wafer is added to the receiver/drier desiccant bag to assist in refrigerant system leak diagnosis using a Rotunda-approved UV blacklight. This fluorescent dye wafer dissolves after about 30 minutes of continuous A/C operation. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system.

Electric Booster Heater

For information on the electric booster heater operation and diagnostics, refer to AUXILLIARY CLIMATE CONTROL .

SPECIAL TOOLS A/C Flush Adapter Kit 219-00074 or equivalent A/C Flush and Purge Fitting Kit 219-00024 or equivalent Flex Probe Kit NUD105-R025D or equivalent Pressure Test Kit 014-R1072 or equivalent R-134a Manifold Gauge Set 176-R032A or equivalent Refrigerant Leak Detector 216-00001 or equivalent Test Light SGT27000 or equivalent 250-300 mA incandescent bulb test lamp

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Scheme 270

Possible Sources

1. Wiring, terminals or connectors
2. A/C pressure transducer
3. PCM

1. Wiring, terminals or connectors
2. A/C clutch relay
3. PCM
4. Fuse

1. Fuse
2. Wiring, terminals or connectors
3. A/C compressor
4. PCM

1. Wiring, terminals or connectors
2. In-vehicle temperature and humidity sensor
3. HVAC module

1. Wiring, terminals or connectors
2. In-vehicle temperature/humidity sensor
3. HVAC module

1. Wiring, terminals or connectors
2. Evaporator temperature sensor
3. BCM

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Scheme 276

1. F1 CHECK THE EVAPORATOR TEMPERATURE SENSOR RESISTANCE Ignition OFF. Disconnect: Evaporator Temperature Sensor. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C296-1 VH406 (VT/BN) C296-3 RH119 (YE/VT) Ambient Temperature Resistance -20°C (-4°F) 26, 090-27, 347 ohms -15°C (5°F) 19, 721-20, 485 ohms -10°C (14°F) 15, 007-15, 497 ohms -5°C (23°F) 11, 510-11, 818 ohms 0°C (32°F) 8, 910-9, 090 ohms 5°C (41°F) 6, 906-7, 090 ohms 10°C (50°F) 5, 400-5, 571 ohms 15°C (59°F) 4, 251-4, 408 ohms 20°C (68°F) 3, 372-3, 513 ohms 25°C (77°F) 2, 694-2, 819 ohms 30°C (86°F) 2, 166-2, 276 ohms 35°C (95°F) 1, 752-1, 849 ohms 40°C (104°F) 1, 426-1, 511 ohms 45°C (113°F) 1, 167-1, 242 ohms 50°C (122°F) 960-1, 026 ohms 55°C (131°F) 794-852 ohms 60°C (140°F) 661-711 ohms Compare the evaporator temperature sensor measured resistance with the table above. Is the resistance within the specified values for the temperatures? Yes : GO to F2. No : INSTALL a new evaporator temperature sensor. REFER to «AIR CONDITIONING (A/C) EVAPORATOR TEMPERATURE SENSOR»(ref-569574-S42476349262013072700000) .
2. F2 CHECK THE BCM SENSOR OUTPUT VOLTAGE Ignition ON. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C296-1 VH406 (VT/BN) C296-3 RH119 (YE/VT) Is the voltage between 4.7 and 5.1 volts? Yes : INSTALL a new evaporator temperature sensor. REFER to «AIR CONDITIONING (A/C) EVAPORATOR TEMPERATURE SENSOR»(ref-569574-S42476349262013072700000) . No : For DTC B1B71:22 , GO to F3. For DTC B1B71:21 , GO to F6 .
3. F3 CHECK THE EVAPORATOR TEMPERATURE SENSOR FEEDBACK CIRCUIT FOR AN OPEN Ignition OFF. Disconnect: BCM C2280C. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C296-1 VH406 (VT/BN) C2280C-9 VH406 (VT/BN) Is the resistance less than 3 ohms? Yes : GO to F4. No : REPAIR the circuit.
4. F4 CHECK THE EVAPORATOR TEMPERATURE SENSOR SIGNAL RETURN CIRCUIT FOR AN OPEN Ignition OFF. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C296-3 RH119 (YE/VT) C2280C-29 RH119 (YE/VT) Is the resistance less than 3 ohms? Yes : GO to F5. No : REPAIR the circuit.
5. F5 CHECK THE EVAPORATOR TEMPERATURE SENSOR SIGNAL RETURN CIRCUIT FOR A SHORT TO VOLTAGE Ignition ON. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2280C-29 RH119 (YE/VT) - Ground Is any voltage present? Yes : REPAIR the circuit. No : GO to F8 .
6. F6 CHECK THE EVAPORATOR TEMPERATURE SENSOR FEEDBACK CIRCUIT FOR A SHORT TO THE SIGNAL RETURN CIRCUIT Ignition OFF. Disconnect: BCM C2280C. Disconnect: Evaporator Temperature Sensor. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C296-1 VH406 (VT/BN) C296-3 RH119 (YE/VT) Is the resistance greater than 10, 000 ohms? Yes : GO to F7. No : REPAIR the circuits.
7. F7 CHECK THE EVAPORATOR TEMPERATURE SENSOR FEEDBACK CIRCUIT FOR A SHORT TO GROUND Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C296-1 VH406 (VT/BN) - Ground Is the resistance greater than 10, 000 ohms? Yes : GO to F8. No : REPAIR the circuit.
8. F8 CHECK FOR CORRECT BCM OPERATION Ignition OFF. Disconnect and inspect all the BCM connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Reconnect the BCM connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Is the concern still present? Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new BCM. REFER to «MULTIFUNCTION ELECTRONIC MODULES»(ref-569586) . No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. ADDRESS the root cause of any connector or pin issues.

1. Wiring, terminals or connectors
2. Temperature blend door actuator
3. Temperature blend door is binding or stuck
4. HVAC module

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Scheme 278

1. G1 CHECK THE RH TEMPERATURE BLEND DOOR ACTUATOR CIRCUITS FOR A SHORT TO VOLTAGE Ignition OFF. Disconnect: HVAC Module C228A. Disconnect: RH Temperature Blend Door Actuator. Ignition ON. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-9 CH212 (BU/OG) - Ground C228A-25 CH211 (YE) - Ground C228A-10 CH213 (BN/GN) - Ground C228A-22 CH214 (GY/VT) - Ground C228A-23 CH215 (VT) - Ground Is any voltage present? Yes : REPAIR the circuit in question. No : GO to G2.
2. G2 CHECK THE RH TEMPERATURE BLEND DOOR ACTUATOR CIRCUITS FOR A SHORT TO GROUND Ignition OFF. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-9 CH212 (BU/OG) - Ground C228A-25 CH211 (YE) - Ground C228A-10 CH213 (BN/GN) - Ground C228A-22 CH214 (GY/VT) - Ground C228A-23 CH215 (VT) - Ground Are the resistances greater than 10, 000 ohms? Yes : GO to G3. No : REPAIR the circuit in question.
3. G3 CHECK THE RH TEMPERATURE BLEND DOOR ACTUATOR CIRCUITS FOR AN OPEN Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-9 CH212 (BU/OG) C2092-1 CH212 (BU/OG) C228A-25 CH211 (YE) C2092-2 CH211 (YE) C228A-10 CH213 (BN/GN) C2092-3 CH213 (BN/GN) C228A-22 CH214 (GY/VT) C2092-4 CH214 (GY/VT) C228A-23 CH215 (VT) C2092-6 CH215 (VT) Are the resistances less than 3 ohms? Yes : INSTALL a new RH temperature blend door actuator. REFER to «TEMPERATURE BLEND DOOR ACTUATOR - RH»(ref-569574-S25382122072013072700000) . TEST the system for normal operation. If the concern is still present, GO to G4. No : REPAIR the circuit in question.
4. G4 CHECK FOR CORRECT HVAC MODULE OPERATION Ignition OFF. Disconnect and inspect all the HVAC module connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Reconnect the HVAC module connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Is the concern still present? Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new HVAC module. REFER to «HEATING VENTILATION AIR CONDITIONING (HVAC) MODULE»(ref-569574-S40472833172013072700000) . No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. ADDRESS the root cause of any connector or pin issues.

1. HVAC system and/or related components

1. Wiring, terminals or connectors
2. Air inlet mode door actuator
3. HVAC module

Scheme 279

1. I1 CHECK THE AIR INLET MODE DOOR ACTUATOR CIRCUITS FOR A SHORT TO VOLTAGE Ignition ON. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-1 CH207 (BU/GY) - Ground C228A-13 CH206 (YE/VT) - Ground C228A-2 CH208 (GN/OG) - Ground C228A-14 CH209 (BN/YE) - Ground C228A-15 CH210 (VT/WH) - Ground Is any voltage present? Yes : REPAIR the circuit in question. No : GO to I2.
2. I2 CHECK THE AIR INLET MODE DOOR ACTUATOR CIRCUITS FOR A SHORT TO GROUND Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-1 CH207 (BU/GY) - Ground C228A-13 CH206 (YE/VT) - Ground C228A-2 CH208 (GN/OG) - Ground C228A-14 CH209 (BN/YE) - Ground C228A-15 CH210 (VT/WH) - Ground Are the resistances greater than 10, 000 ohms? Yes : GO to I3. No : REPAIR the circuit in question.
3. I3 CHECK THE AIR INLET MODE DOOR ACTUATOR CIRCUITS FOR AN OPEN Ignition OFF. Disconnect: HVAC Module C228A. Disconnect: Air Inlet Mode Door Actuator. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-1 CH207 (BU/GY) C282-1 CH207 (BU/GY) C228A-13 CH206 (YE/VT) C282-2 CH206 (YE/VT) C228A-2 CH208 (GN/OG) C282-3 CH208 (GN/OG) C228A-14 CH209 (BN/YE) C282-4 CH209 (BN/YE) C228A-15 CH210 (VT/WH) C282-6 CH210 (VT/WH) Are the resistances less than 3 ohms? Yes : INSTALL a new air inlet mode door actuator. REFER to «MODE DOOR ACTUATOR - AIR INLET DOOR»(ref-569574-S14191392752013072700000) . TEST the system for normal operation. If the concern is still present, GO to I4. No : REPAIR the circuit.
4. I4 CHECK FOR CORRECT HVAC MODULE OPERATION Ignition OFF. Disconnect and inspect all HVAC module connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Connect all HVAC module connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new HVAC module. REFER to «HEATING VENTILATION AIR CONDITIONING (HVAC) MODULE»(ref-569574-S40472833172013072700000) . No : The system is operating correctly at this time. The concern may have been caused by module connections. ADDRESS the root cause of any connector or pin issues.

1. Wiring, terminals or connectors
2. Defrost mode door actuator
3. Panel/floor mode door actuator
4. HVAC module

Scheme 280

Scheme 281

1. J1 CHECK THE DEFROST MODE DOOR OR PANEL/FLOOR MODE DOOR ACTUATOR CIRCUITS FOR A SHORT TO VOLTAGE Ignition OFF. Disconnect: HVAC Module C228A. Disconnect: Defrost Mode Door Actuator or Panel/Floor Mode Door Actuator. Ignition ON. For the defrost mode door, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-7 CH228 (YE/GY) - Ground C228A-11 CH227 (VT/GN) - Ground C228A-8 CH229 (WH/BU) - Ground C228A-20 CH230 (GN/BU) - Ground C228A-21 CH231 (GY/YE) - Ground For the panel/floor mode door, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-5 CH202 (BU/GN) - Ground C228A-26 CH201 (BN/BU) - Ground C228A-6 CH203 (GN/BN) - Ground C228A-18 CH204 (GY/OG) - Ground C228A-19 CH205 (BN/WH) - Ground Is any voltage present? Yes : REPAIR the circuit in question. No : GO to J2.
2. J2 CHECK THE DEFROST MODE DOOR OR PANEL/FLOOR MODE DOOR ACTUATOR CIRCUITS FOR A SHORT TO GROUND Ignition OFF. For the defrost mode door, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-7 CH228 (YE/GY) - Ground C228A-11 CH227 (VT/GN) - Ground C228A-8 CH229 (WH/BU) - Ground C228A-20 CH230 (GN/BU) - Ground C228A-21 CH231 (GY/YE) - Ground For the panel/floor mode door, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-5 CH202 (BU/GN) - Ground C228A-26 CH201 (BN/BU) - Ground C228A-6 CH203 (GN/BN) - Ground C228A-18 CH204 (GY/OG) - Ground C228A-19 CH205 (BN/WH) - Ground Are the resistances greater than 10, 000 ohms? Yes : GO to J3. No : REPAIR the circuit in question.
3. J3 CHECK THE DEFROST MODE DOOR OR PANEL/FLOOR MODE DOOR ACTUATOR CIRCUITS FOR AN OPEN For the defrost mode door, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-7 CH228 (YE/GY) C232-1 CH228 (YE/GY) C228A-11 CH227 (VT/GN) C232-2 CH227 (VT/GN) C228A-8 CH229 (WH/BU) C232-3 CH229 (WH/BU) C228A-20 CH230 (GN/BU) C232-4 CH230 (GN/BU) C228A-21 CH231 (GY/YE) C232-6 CH231 (GY/YE) For the panel/floor mode door, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-5 CH202 (BU/GN) C236-1 CH202 (BU/GN) C228A-26 CH201 (BN/BU) C236-2 CH201 (BN/BU) C228A-6 CH203 (GN/BN) C236-3 CH203 (GN/BN) C228A-18 CH204 (GY/OG) C236-4 CH204 (GY/OG) C228A-19 CH205 (BN/WH) C236-6 CH205 (BN/WH) Are the resistances less than 3 ohms? Yes : INSTALL a new defrost or panel/floor mode door actuator, REFER to «MODE DOOR ACTUATOR - DEFROST DOOR»(ref-569574-S20720884982013072700000) or REFER to «MODE DOOR ACTUATOR - PANEL/FLOOR DOOR»(ref-569574-S39298218392013072700000) . TEST the system for normal operation. If the concern is still present, GO to J4. No : REPAIR the circuit.
4. J4 CHECK FOR CORRECT HVAC MODULE OPERATION Ignition OFF. Disconnect and inspect all HVAC module connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Connect all HVAC module connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new HVAC module. REFER to «HEATING VENTILATION AIR CONDITIONING (HVAC) MODULE»(ref-569574-S40472833172013072700000) . No : The system is operating correctly at this time. The concern may have been caused by module connections. ADDRESS the root cause of any connector or pin issues.

1. Plugged or partially plugged heater core
2. Low engine coolant level
3. Temperature blend door actuator(s)
4. Temperature blend door(s) binding or stuck

1. Fuse
2. Wiring, terminals or connectors
3. A/C system discharged/low charge
4. Evaporator temperature sensor
5. A/C pressure transducer
6. A/C compressor
7. A/C clutch relay
8. A/C compressor clutch air gap
9. HVAC module
10. PCM

1. Wiring, terminals or connectors
2. A/C clutch relay
3. A/C compressor clutch air gap
4. PCM

1. Wiring, terminals or connectors
2. PCM
3. HVAC module

1. Wiring, terminals or connectors
2. Temperature blend door actuator
3. Temperature blend door is binding or stuck
4. HVAC module

Scheme 282

1. O1 CHECK THE LH TEMPERATURE BLEND DOOR ACTUATOR CIRCUITS FOR A SHORT TO VOLTAGE Ignition OFF. Disconnect: HVAC Module C228A. Disconnect: LH Temperature Blend Door Actuator. Ignition ON. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-3 CH238 (YE/OG) - Ground C228A-12 CH237 (VT/GY) - Ground C228A-4 CH239 (BU/WH) - Ground C228A-16 CH240 (GN/WH) - Ground C228A-17 CH241 (GY/BN) - Ground Is any voltage present? Yes : REPAIR the circuit in question. No : GO to O2.
2. O2 CHECK THE LH TEMPERATURE BLEND DOOR ACTUATOR CIRCUITS FOR A SHORT TO GROUND Ignition OFF. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-3 CH238 (YE/OG) - Ground C228A-12 CH237 (VT/GY) - Ground C228A-4 CH239 (BU/WH) - Ground C228A-16 CH240 (GN/WH) - Ground C228A-17 CH241 (GY/BN) - Ground Are the resistances greater than 10, 000 ohms? Yes : GO to O3. No : REPAIR the circuit in question.
3. O3 CHECK THE LH TEMPERATURE BLEND DOOR ACTUATOR CIRCUITS FOR AN OPEN Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228A-3 CH238 (YE/OG) C2091-1 CH238 (YE/OG) C228A-12 CH237 (VT/GY) C2091-2 CH237 (VT/GY) C228A-4 CH239 (BU/WH) C2091-3 CH239 (BU/WH) C228A-16 CH240 (GN/WH) C2091-4 CH240 (GN/WH) C228A-17 CH241 (GY/BN) C2091-6 CH241 (GY/BN) Are the resistances less than 3 ohms? Yes : INSTALL a new LH temperature blend door actuator. REFER to «TEMPERATURE BLEND DOOR ACTUATOR - LH»(ref-569574-S17382553032013072700000) . TEST the system for normal operation. If the concern is still present, GO to O4. No : REPAIR the circuit in question.
4. O4 CHECK FOR CORRECT HVAC MODULE OPERATION Ignition OFF. Disconnect and inspect all the HVAC module connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Reconnect the HVAC module connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Is the concern still present? Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new HVAC module. REFER to «HEATING VENTILATION AIR CONDITIONING (HVAC) MODULE»(ref-569574-S40472833172013072700000) . No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. ADDRESS the root cause of any connector or pin issues.

1. Wiring, terminals or connectors
2. Fuse(s)
3. Blower motor relay
4. Blower motor
5. HVAC module
6. BCM

1. Wiring, terminals or connectors
2. HVAC module
3. BCM

1. BCM
2. HVAC module

1. IPC
2. HVAC module

1. Wiring, terminals or connectors
2. HVAC module

1. Wiring, terminals or connectors
2. Autolamp/sunload sensor
3. HVAC module

Scheme 283

Scheme 284

Scheme 285

Scheme 286

Scheme 287

Scheme 288

Scheme 289

1. U1 CARRY OUT THE HVAC MODULE SELF-TEST Start the engine. Enter the following diagnostic mode on the scan tool: Self-Test - HVAC Module. Are both DTCs B1A63:00 and B1A64:00 received? Yes : GO to U10 . No : For DTC B1A63:00, GO to U2. For DTC B1A64:00, GO to U6
2. U2 CHECK THE RIGHT SUNLOAD SENSOR REFERENCE VOLTAGE Ignition OFF. Disconnect: Autolamp/sunload sensor. Start the engine. Press the AUTO button. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C286-1 VH416 (VT/GY) C286-2 VH417 (YE/OG) Is the voltage between 4.7 and 5.1 volts? Yes : INSTALL a new autolamp/sunload sensor. REFER to «SUNLOAD SENSOR»(ref-569574-S40491710882013072700000) . No : GO to U3.
3. U3 CHECK THE RIGHT SUNLOAD SENSOR FEEDBACK CIRCUIT FOR A SHORT TO VOLTAGE Ignition OFF. Disconnect: HVAC Module C228B. Start the engine. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C286-2 VH417 (YE/OG) - Ground Is any voltage present? Yes : REPAIR the circuit. No : GO to U4.
4. U4 CHECK THE RIGHT SUNLOAD SENSOR FEEDBACK CIRCUIT FOR AN OPEN Ignition OFF. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-23 VH417 (YE/OG) C286-2 VH417 (YE/OG) Is the resistance less than 3 ohms? Yes : GO to U5. No : REPAIR the circuit.
5. U5 CHECK THE RIGHT SUNLOAD SENSOR FEEDBACK CIRCUIT FOR A SHORT TO GROUND Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C286-2 VH417 (YE/OG) - Ground Is the resistance greater than 10, 000 ohms? Yes : GO to U10 . No : REPAIR the circuit.
6. U6 CHECK THE LEFT SUNLOAD SENSOR REFERENCE VOLTAGE Ignition OFF. Disconnect: Autolamp/sunload sensor. Start the engine. Press the AUTO button. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C286-1 VH416 (VT/GY) C286-2 VH417 (YE/OG) Is the voltage between 4.7 and 5.1 volts? Yes : INSTALL a new autolamp/sunload sensor. REFER to «SUNLOAD SENSOR»(ref-569574-S40491710882013072700000) . No : GO to U7.
7. U7 CHECK THE LEFT SUNLOAD SENSOR FEEDBACK CIRCUIT FOR A SHORT TO VOLTAGE Ignition OFF. Disconnect: HVAC Module C228B. Start the engine. Measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C286-1 VH416 (VT/GY) - Ground Is any voltage present? Yes : REPAIR the circuit. No : GO to U8.
8. U8 CHECK THE LEFT SUNLOAD SENSOR FEEDBACK CIRCUIT FOR AN OPEN Ignition OFF. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-22 VH416 (VT/GY) C286-1 VH416 (VT/GY) Is the resistance less than 3 ohms? Yes : GO to U9. No : REPAIR the circuit.
9. U9 CHECK THE LEFT SUNLOAD SENSOR FEEDBACK CIRCUIT FOR A SHORT TO GROUND Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C286-1 VH416 (VT/GY) - Ground Is the resistance greater than 10, 000 ohms? Yes : GO to U10. No : REPAIR the circuit.
10. U10 CHECK THE SENSOR SIGNAL RETURN CIRCUIT FOR AN OPEN Ignition OFF. Measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-20 RH105 (GN) C286-3 RH105 (GN) Is the resistance less than 3 ohms? Yes : GO to U11. No : REPAIR the circuit.
11. U11 CHECK FOR CORRECT HVAC MODULE OPERATION Ignition OFF. Disconnect and inspect all HVAC module connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Connect all HVAC module connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Is the concern still present? Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new HVAC module. REFER to «HEATING VENTILATION AIR CONDITIONING (HVAC) MODULE»(ref-569574-S40472833172013072700000) . No : The system is operating correctly at this time. The concern may have been caused by module connections. ADDRESS the root cause of any connector or pin issues.

1. Wiring, terminals or connectors
2. Air discharge temperature sensors
3. HVAC module

Scheme 290

Scheme 291

Scheme 292

1. V1 CHECK THE AIR DISCHARGE TEMPERATURE SENSOR OUTPUT VOLTAGE Ignition OFF. Disconnect: the suspect air discharge temperature sensor: Left Panel Air Discharge Temperature Sensor C2438 Left Floor Air Discharge Temperature Sensor C2436 Right Panel Air Discharge Temperature Sensor C2439 Right Floor Air Discharge Temperature Sensor C2437 Ignition ON. Turn the HVAC system on. For the left panel (register) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2438-1 VH409 (WH) C2438-3 RH104 (BU/BN) For the left floor (footwell) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2436-1 VH410 (GY/BU) C2436-3 RH104 (BU/BN) For the right panel (register) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2439-1 VH411 (VT/GN) C2439-3 RH104 (BU/BN) For the right floor (footwell) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2437-1 VH412 (YE/GY) C2437-3 RH104 (BU/BN) Are the voltages between 4.7 and 5.1 volts? Yes : INSTALL a new air discharge temperature sensor. REFER to «REGISTER DISCHARGE AIR TEMPERATURE SENSOR»(ref-569574-S12003242802013072700000) or «FOOTWELL DISCHARGE AIR TEMPERATURE SENSOR»(ref-569574-S24840917982013072700000) . CLEAR the DTCs. REPEAT the self-test. If the DTC returns, GO to V7 . No : GO to V2.
2. V2 CHECK THE AIR DISCHARGE TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE Ignition ON. For the left panel (register) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-10 VH409 (WH) - Ground For the left floor (footwell) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-9 VH410 (GY/BU) - Ground For the right panel (register) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-8 VH411 (VT/GN) - Ground For the right floor (footwell) air discharge temperature sensor, measure the voltage between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-7 VH412 (YE/GY) - Ground Is any voltage present? Yes : REPAIR the circuit in question. No : GO to V3.
3. V3 CHECK THE AIR DISCHARGE TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN Ignition OFF. Disconnect: HVAC Module C228B. For the left panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-10 VH409 (WH) C2438-1 VH409 (WH) For the left floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-9 H410 (GY/BU) C2436-1 VH410 (GY/BU) For the right panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-8 VH411 (VT/GN) C2439-1 VH411 (VT/GN) For the right floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-7 VH412 (YE/GY) C2437-1 VH412 (YE/GY) Are the resistances less than 3 ohms? Yes : GO to V4. No : REPAIR the circuit in question.
4. V4 CHECK THE AIR DISCHARGE TEMPERATURE SENSOR SIGNAL RETURN CIRCUIT FOR AN OPEN For the left panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-17 RH104 (BU/BN) C2438-3 RH104 (BU/BN) For the left floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-17 RH104 (BU/BN) C2436-3 RH104 (BU/BN) For the right panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-17 RH104 (BU/BN) C2439-3 RH104 (BU/BN) For the right floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-17 RH104 (BU/BN) C2437-3 RH104 (BU/BN) Are the resistances less than 3 ohms? Yes : GO to V5. No : REPAIR the circuit in question.
5. V5 CHECK THE AIR DISCHARGE TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND For the left panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-10 VH409 (WH) - Ground For the left floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-9 VH410 (GY/BU) - Ground For the right panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-8 VH411 (VT/GN) - Ground For the right floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C228B-7 VH412 (YE/GY) - Ground Is the resistance greater than 10, 000 ohms? Yes : GO to V6. No : REPAIR the circuit in question.
6. V6 CHECK AIR DISCHARGE TEMPERATURE SENSOR SIGNAL CIRCUIT AND THE SIGNAL RETURN FOR A SHORT TO TOGETHER For the left panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2438-1 VH409 (WH) C2438-3 RH104 (BU/BN) For the left floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2436-1 VH410 (GY/BU) C2436-3 RH104 (BU/BN) For the right panel (register) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2439-1 VH411 (VT/GN) C2439-3 RH104 (BU/BN) For the right floor (footwell) air discharge temperature sensor, measure the resistance between: Positive Lead Negative Lead Pin Circuit Pin Circuit C2437-1 VH412 (YE/GY) C2437-3 RH104 (BU/BN) Are the resistances greater than 10, 000 ohms? Yes : GO to V7. No : REPAIR the circuits in question.
7. V7 CHECK FOR CORRECT HVAC MODULE OPERATION Ignition OFF. Disconnect and inspect all HVAC module connectors. Repair: corrosion (install new connector or terminals - clean module pins) damaged or bent pins - install new terminals/pins pushed-out pins - install new pins as necessary Connect all HVAC module connectors. Make sure they seat and latch correctly. Operate the system and determine if the concern is still present. Is the concern still present? Yes : CHECK OASIS for any applicable TSBs. If a TSB exists for this concern, DISCONTINUE this test and FOLLOW TSB instructions. If no TSB addresses this concern, INSTALL a new HVAC module. REFER to «HEATING VENTILATION AIR CONDITIONING (HVAC) MODULE»(ref-569574-S40472833172013072700000) . No : The system is operating correctly at this time. The concern may have been caused by module connections. ADDRESS the root cause of any connector or pin issues.

Scheme 293

Scheme 294

Scheme 295

Heater Core

1. NOTE: If a heater core leak is suspected, test the heater by following the plugged heater core component test before the heater core pressure test. Carry out a system inspection by checking the heater system thoroughly as follows: Inspect for evidence of coolant leakage at the heater hose to heater core attachments. A coolant leak in the heater hose could follow the heater core tube to the heater core and appear as a leak in the heater core.
2. NOTE: Spring-type clamps are installed as original equipment. Installation and overtightening of non-specified clamps can cause leakage at the heater hose connection and damage the heater core. Check the integrity of the heater hose clamps.

Heater Core - Plugged

1. Check to see the engine coolant is at the correct level.
2. Start the engine and turn on the heater.
3. When the engine coolant reaches operating temperature, check the heater core inlet and outlet hoses to see if they are hot.
4. If the outlet only is not hot: the heater core may have an air pocket. the heater core may be plugged.
5. If the inlet only is not hot the thermostat may not be working correctly.

Refrigerant System Tests - 1.6L GTDI

SPECIAL TOOLS R-134a Manifold Gauge Set 023-00047 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 023-00181 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 199-00067 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 265-00012 or equivalent

Scheme 296

Scheme 297

Scheme 298

Procedure 1 - Ambient Temperature at or Below 38°C (100°F)

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38°C (100°F) or lower, follow Procedure 1. If the ambient temperature is over 38°C (100°F), follow Procedure 2.

Note. If the A/C compressor cycles at any time during this test, refer to the DIAGNOSTIC TABLE .

Scheme 299

Scheme 300

1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect an R-134a Manifold Gauge Set or R-134a Refrigerant Management Machine with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the A/C controls for normal A/C-PANEL mode, full COOL temperature, FRESH air, HI blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON.
4. Open all vehicle windows and leave the hood open for the test. Open the rear doors.
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the «DIAGNOSTIC TABLE»(ref-569574-S12112856782013072700000) .

Procedure 2 - Ambient Temperature Above 38°C (100°F)

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38°C (100°F) or lower, follow Procedure 1. If the ambient temperature is over 38°C (100°F), follow Procedure 2.

Scheme 301

Scheme 302

1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect an R-134a Manifold Gauge Set or R-134a Refrigerant Management Machine with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the A/C controls for normal A/C-PANEL mode, full COOL temperature, FRESH air, MED LO blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON.
4. Open all vehicle windows and leave the hood open for the test. Open the rear hatch and/or rear doors (if equipped).
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the «DIAGNOSTIC TABLE»(ref-569574-S31766082382013072700000) .

Refrigerant System Tests - 2.0L GTDI, 2.5L

SPECIAL TOOLS R-134a Manifold Gauge Set 023-00047 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 023-00181 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 199-00067 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 265-00012 or equivalent

Scheme 303

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38°C (100°F) or lower, follow Procedure 1. If the ambient temperature is over 38°C (100°F), follow Procedure 2.

Note. If the A/C compressor cycles at any time during this test, refer to the DIAGNOSTIC TABLE .

Scheme 304

Scheme 305

1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect an R-134a Manifold Gauge Set or R-134a Refrigerant Management Machine with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the A/C controls for normal A/C-PANEL mode, full COOL temperature, FRESH air, HI blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON.
4. Open all vehicle windows and leave the hood open for the test. Open the rear doors.
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the «DIAGNOSTIC TABLE»(ref-569574-S31766082382013072700000) .

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38°C (100°F) or lower, follow Procedure 1. If the ambient temperature is over 38°C (100°F), follow Procedure 2.

Scheme 306

Scheme 307

1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect an R-134a Manifold Gauge Set or R-134a Refrigerant Management Machine with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the A/C controls for normal A/C-PANEL mode, full COOL temperature, FRESH air, MED LO blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON.
4. Open all vehicle windows and leave the hood open for the test. Open the rear hatch and/or rear doors (if equipped).
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the «DIAGNOSTIC TABLE»(ref-569574-S31766082382013072700000) .

Disconnect

Scheme 308

1. WARNING: Before disconnecting any heater water hoses, shut OFF the engine and wait until engine is fully cool. Failure to comply with this warning may result in serious injury or burns from hot liquid escaping from the engine cooling system. Depressurize the engine cooling system.

Scheme 309

Scheme 310

1. Clean the tubes and lubricate with plain water.

Scheme 311

1. Check the air conditioning clutch air gap at equally spaced places between the clutch plate and the air conditioning clutch pulley.
2. Remove the clutch plate. Add or remove spacers between the clutch plate hub and the compressor shaft until the clearance is within specification.

Electronic Leak Detection

SPECIAL TOOLS Infrared Refrigerant Leak Detector 023-00186 or equivalent Dual Mode Refrigerant Gas and UV Dye Leak Detector 339-00002 or equivalent

Scheme 312

Note. Good ventilation is necessary in the area where electronic A/C leak testing is to be carried out. If the surrounding air is contaminated with refrigerant gas, the leak detector will indicate this gas all the time. Fumes from other chemicals such as antifreeze, diesel fuel, disc brake cleaner or other cleaning solvents can cause a false reading. Using a fan to ventilate the area to be tested before proceeding with the leak detection procedure is helpful in removing small traces of contamination from the air, but the fan should be turned off during actual testing.

Note. R-134a is heavier than air, and will tend to move downward from the source of the leak if present. It is possible that a leak may not be detected if the leak detector tip is held above the leaking fitting, line or component. Always be sure to thoroughly leak test below the fitting, line or component for the presence of R-134a as well as leak testing above and around.

1. NOTE: The system pressure should be between 413-551 kPa (60-80 psi) at 24°C (75°F) with the engine off and cool. The pressure reading may be higher if the engine is hot. Special Tool(s):Infrared Refrigerant Leak Detector 023-00186 or Dual Mode Refrigerant Gas and UV Dye Leak Detector 339-00002. Leak test the refrigerant system. Follow the instructions included with the Infrared Refrigerant Leak Detector or Dual Mode Refrigerant Gas and UV Dye Leak Detector for handling and operation techniques.

Fluorescent Dye Leak Detection

SPECIAL TOOLS Cordless/Rechargeable True UV LED Light ES 023-00182 or equivalent R-134a Loop/Add On Injector Kit-Set 219-00069 or equivalent R-134a Manifold Gauge Set 300-R0B40134AE or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 300-R0B34788-PROE or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 199-00067 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 265-00012 or equivalent

Scheme 313

MATERIAL SPECIFICATIONS

Fluorescent Dye Injection Using a R-134a Refrigerant Management Machine and Dye Injector - Vehicles Requiring R-134a Addition

Note. This method of fluorescent dye injection requires the addition of R-134a from a R-134a Refrigerant Management Machine or R-134a Manifold Gauge Set hooked to an external tank to charge the dye into the refrigerant system. If adding fluorescent dye to a refrigerant system that is already fully charged, the R-134a Loop/Add On Injector Kit-Set method should be used.

Note. Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda-approved UV blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators and receiver/driers are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to add dye after flushing the refrigerant system because a new suction accumulator or receiver/drier is installed as part of the flushing procedure.

Note. Before using the R-134a Loop/Add On Injector Kit-Set for the first time, manufacturer's instructions on evacuation of any non-condensable gases from the hoses.

Note. Only connect the dye/lubricant injector from the R-134a Loop/Add On Injector Kit-Set when fluorescent dye is to be injected. The dye/lubricant injector has a one-way check valve that will prevent refrigerant system recovery and evacuation.

1. NOTE: If no R-134a pressure is present in the refrigerant system, the system should be evacuated before carrying out the injection procedure. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-569574-S16336179572013072700000) . Connect a R-134a Refrigerant Management Machine or a R-134a Manifold Gauge Set to the refrigerant system service port valves.
2. Verify that the valves on the dye/lubricant injector from the R-134a Loop/Add On Injector Kit-Set are closed.
3. Fill the R-134a fluorescent dye injector reservoir with 7 ml (0.25 fl oz) of fluorescent dye.
4. Install the dye/lubricant injector between the low-pressure service gauge port valve and the R-134a Refrigerant Management Machine or R-134a Manifold Gauge Set.
5. NOTE: Following fluorescent dye injection, the refrigerant system should be fully charged to make sure of correct movement of the dye. The dye moves with oil not refrigerant, oil moves with refrigerant. Open all valves and inject the fluorescent dye into the refrigerant system by charging the refrigerant system with the required amount of R-134a.
6. When fluorescent dye injection is complete, close all valves.
7. Recover the refrigerant from the dye/lubricant injector.
8. Remove the dye/lubricant injector from the low-pressure service gauge port valve and the R-134a Refrigerant Management Machine or R-134a Manifold Gauge Set.

Fluorescent Dye Injection Using a R-134a Loop/Add On Injector Kit-Set - Vehicles Not Requiring R-134a Addition

Note. Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda-approved UV blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators and receiver/driers are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to add dye after flushing the refrigerant system because a new suction accumulator or receiver/drier is installed as part of the flushing procedure.

Note. Before using the R-134a Loop/Add On Injector Kit-Set for the first time, refer to the equipment manufacturer's instructions on evacuation of non-condensable gases from the hoses.

Note. Refrigerant system pressure should be between 413-551 kPa (60-80 psi) at 24°C (75°F) with the engine off and cool.

1. Verify that the valves on the R-134a Loop/Add On Injector Kit-Set are closed.
2. Fill the R-134a Loop/Add On Injector Kit-Set reservoir with 7 ml (0.25 fl oz) of fluorescent dye.
3. Install the R-134a Loop/Add On Injector Kit-Set between the high-pressure and low-pressure service gauge port valves.
4. NOTE: Make sure all tools and hoses are clear of the engine cooling fan and drive belt before starting the engine. Failure to keep tools and hoses clear from the engine cooling fan and drive belt will result in damage to the tools and/or vehicle. With the A/C off, start the engine. Allow engine speed to stabilize below 1, 000 rpm.
5. Set the A/C to the ON position.
6. Open the high-pressure service valve.
7. NOTE: To prevent pressure spike/liquid slug, crack the R-134a Loop/Add On Injector Kit-Set valves and slowly open to inject the fluorescent dye into the refrigerant system. Open the R-134a Loop/Add On Injector Kit-Set valves and inject the fluorescent dye into the refrigerant system.
8. Close the high-pressure service valve to allow the pressure inside the R-134a Loop/Add On Injector Kit-Set to equalize with the suction side of the refrigerant system.
9. NOTE: Close the valves on the R-134a Loop/Add On Injector Kit-Set while the A/C compressor is operating. Close the valves on the R-134a Loop/Add On Injector Kit-Set.
10. NOTE: Leave all valves on the R-134a Loop/Add On Injector Kit-Set closed when not in use. Disconnect the high-pressure and low-pressure service valves and remove the R-134a Loop/Add On Injector Kit-Set from the vehicle.

Fluorescent Dye Detection

Note. Ford Motor Company vehicles are produced with R-134a fluorescent dye installed in the refrigerant system from the factory. The location of leaks can be pinpointed by the bright yellow-green glow of the fluorescent dye under a UV lamp. Since more than one leak can exist, make sure to inspect each component, line and fitting in the refrigerant system for a leak.

Note. Use of dye-enhancing glasses or goggles greatly improves the detection of the dye under the UV lamp.

Note. Not all UV lamps will fluoresce the dye used in Ford vehicles. All Rotunda UV lamps are optimized to fluoresce the dye.

1. Check for leaks using a Rotunda-approved UV lamp and dye enhancing glasses. Inspect all components, lines and fittings of the refrigerant system.
2. After the leak(s) is repaired, remove any traces of fluorescent dye with a general purpose oil solvent.
3. Verify the repair by running the vehicle for a short period of time and rechecking the area of the leak with a Rotunda-approved UV lamp.

Air Conditioning (A/C) System Recovery, Evacuation and Charging

SPECIAL TOOLS 6.0 CFM Vacuum Pump 300-R0B15600E or equivalent Automatic Refrigerant Charging Meter 023-00155 or equivalent R-134a Manifold Gauge Set 300-R0B40134AE or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 300-R0B34788-PROE or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 199-00067 or equivalent R-134a Refrigerant Management Machine (SAE J-2788 Compliant) 265-00012 or equivalent

Scheme 314

Scheme 315

MATERIAL SPECIFICATIONS

Refrigerant System Recovery

Note. An Air Conditioning (A/C) refrigerant analyzer must be used before the recovery of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer the customer to the service facility that carried out the last A/C service. If the customer wishes to pay the additional cost, use the A/C recovery equipment that is designated for recovering contaminated A/C refrigerant. All contaminated A/C refrigerant must be disposed of as hazardous waste. For all equipment, follow the equipment manufacturer procedures and instructions.

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

Note. Ford Motor Company recommends the use of R-134a refrigerant management equipment that meets the requirements of the SAE J2788 standard.

1. Prior to recovering, the purity of the refrigerant must be verified. For additional information, refer to «REFRIGERANT IDENTIFICATION TESTING»(ref-569574-S10260910662013072700000) .
2. Connect a R-134a Refrigerant Management Machine to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer.
3. Recover the refrigerant from the system following the operating instructions provided by the equipment manufacturer. Note the amount of oil removed during the refrigerant recovery (if any). Add that same amount back into the system once repairs are complete.
4. Allow the system to set for about 2 minutes, and observe the system vacuum reading. If the vacuum is not lost, disconnect the recovery equipment.
5. If the system does lose vacuum, repeat Steps 3 through 5 until the vacuum level remains stable for 2 minutes.
6. Carry out the required repairs.

Refrigerant System Evacuation Using a R-134a Refrigerant Management Machine

1. Connect a R-134a Refrigerant Management Machine to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer.
2. Evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the Vacuum Pump for a minimum of 45 minutes.
3. Turn OFF the Vacuum Pump. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held.

Refrigerant System Evacuation Using a R-134a Manifold Gauge Set and Vacuum Pump

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Connect the R-134a Manifold Gauge Set to the low-side and high-side service gauge port valves.
2. Connect the center (yellow) hose from the R-134a Manifold Gauge Set to the suction port on the Vacuum Pump.
3. Open all valves on the R-134a Manifold Gauge Set and both service gauge port valves.
4. Turn on the Vacuum Pump and evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the Vacuum Pump for a minimum of 45 minutes.
5. Close the high-side and low-side valves on the R-134a Manifold Gauge Set (not the service gauge port valves) and turn OFF the Vacuum Pump.
6. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held. If vacuum is not held for 5 minutes, leak test the system, repair the leak and evacuate the system again.

Refrigerant System Charging Using a R-134a Refrigerant Management Machine

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-569574-S06412344612013072700000) .
2. Connect a R-134a Refrigerant Management Machine to the low-side and high-side service gauge port valves following the operating instructions provided by the equipment manufacturer.
3. Set the refrigerant charge amount, and charge the refrigerant system following the instructions provided by the equipment manufacturer.

Refrigerant System Charging Using a R-134a Manifold Gauge Set and Automatic Refrigerant Charging Meter

Note. Ford Motor Company recommends use of a R-134a Refrigerant Management Machine to carry out charging of the refrigerant system. If a R-134a Refrigerant Management Machine is not available, refrigerant system charging may be accomplished using a separate Automatic Refrigerant Charging Meter and R-134a Manifold Gauge Set.

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-569574-S06412344612013072700000) .
2. Assemble the R-134a Manifold Gauge Set, Automatic Refrigerant Charging Meter and R-134a supply tank following the Automatic Refrigerant Charging Meter operating instructions.
3. Charge the refrigerant system following the Automatic Refrigerant Charging Meter operating instructions.
4. If the refrigerant flow stops before the refrigerant charge is complete, start the engine, select MAX A/C operation and allow the refrigerant charge to complete.

Refrigerant Oil Adding

SPECIAL TOOLS R-134a Loop/Add On Injector Kit-Set 219-00069 or equivalent

MATERIAL SPECIFICATIONS

Note. During normal A/C operation, oil is circulated through the system with the refrigerant, and a small amount is retained in each component. If certain components of the system are removed, some of the PAG oil will go with the component. To maintain the original total oil charge, it is necessary to compensate for the oil lost by adding oil to the system with the new part.

1. Refer to the chart below for refrigerant oil adding amounts and methods of installation. Component PAG Oil Amount Method of Adding A/C Compressor Refer to «ADDING REFRIGERANT OIL AFTER A/C COMPRESSOR REPLACEMENT»(ref-569574-S20935401712013072700000) , plus the amount collected during recovery Add or remove directly through A/C compressor drain/fill bolt. Receiver/Drier Refer to «ADDING REFRIGERANT OIL AFTER NEW RECEIVER/DRIER REPLACEMENT»(ref-569574-S20935401712013072700000) Add directly to low-side service port during system charging. Evaporator Core 45 ml (1.5 fl oz) added to the amount collected during refrigerant recovery Add directly to evaporator core inlet tube or inject to low-side service port during system charging. Condenser Core 60 ml (2 fl oz) added to the amount collected during refrigerant recovery Add directly to condenser core inlet or inject to low-side service port during system charging. Thermostatic Expansion Valve (TXV) The amount collected during refrigerant recovery Inject to low-side service port during system charging. Refrigerant Hose/Line 30 ml (1 fl oz) added to the amount collected during refrigerant recovery (1) Inject to low-side service port during system charging. O-ring Leak Repair 30 ml (1 fl oz) added to the amount collected during refrigerant recovery (2) Inject to low-side service port during system charging. Service Port Leak Repair 30 ml (1 fl oz) added to the amount collected during refrigerant recovery Inject to low-side service port during system charging. (1) If an excessive amount of PAG oil is lost due to a hose rupture/separation or other damage, the total system PAG oil capacity must be added. (2) The amount specified may be used for one or multiple O-ring leak repairs. Do not multiply the PAG oil amount by the number of O-ring leaks being repaired.

Oil Injection Using a Dye/Lubricant Injector

Note. If fluorescent leak detection dye is also to be added during A/C charging, the dye may be added to the dye/lubricant injector, from the R-134a Loop/Add On Injector Kit-Set, along with the PAG oil.

1. Evacuate the refrigerant system. Refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-569574-S16336179572013072700000) .
2. Assemble the dye/lubricant injector and the correct adapters from the R-134a Loop/Add On Injector Kit-Set to match the amount of refrigerant compressor oil to be injected.
3. Verify that all the valves on the dye/lubricant injector are closed.
4. Fill the dye/lubricant injector with the correct amount of clean, new PAG oil.
5. Install the dye/lubricant injector between the low-side service gauge port valve and the refrigerant service station or manifold gauge set.
6. Open all valves and charge the refrigerant system. Refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-569574-S16336179572013072700000) .

Contaminated Refrigerant Handling

Note. If contaminated refrigerant is detected, DO NOT recover the refrigerant into R-134a recovery/recycling equipment. Recovery of contaminated refrigerant will contaminate the recovered refrigerant supply and may damage the recovery/recycling equipment.

Note. A new suction accumulator or receiver/drier must be installed as directed by the A/C system flushing procedure.

1. Recover the contaminated refrigerant using suitable recovery-only equipment designed for capturing and storing contaminated refrigerant only. If this equipment is not available, contact an A/C service facility in the area with the correct equipment to carry out this service.
2. Determine and correct the cause of the customer's initial concern.
3. Flush the A/C system.
4. Dispose of the contaminated refrigerant in accordance with all federal, state and local regulations.

Air Conditioning (A/C) Odor Treatment

SPECIAL TOOLS Flexible Applicator Tool 258-00005

Scheme 316

MATERIAL SPECIFICATIONS

Note. There are typically 4 types of objectionable odors found in a vehicle

1. Chemical odors
2. Environmental odors
3. Human and other interior-generated odors
4. Microbiological odors

Before determining that A/C odor treatment is required, the source and the circumstances under which the odor occurs must be determined.

Note. Chemical odors are usually constant regardless of the climate control system setting although they may be enhanced by A/C operation. Most chemical odors are caused by fluid leaks or incorrectly cured adhesives. Chemical odors can be eliminated by repairing the leaking component and removing any residue.

Note. Environmental odors usually occur for a short time and diminish after the vehicle passes through the affected area. These odors are typically only detected when the vehicle windows are open, or when the climate control system is operating in a mode that allows for fresh air. Environmental odors cannot be eliminated because they are external in source, but they may be minimized by switching to a climate control setting that uses recirculated air.

Note. Human and other interior-generated odors occur while the source is present and may linger for a short time after. These odors may be more noticeable during A/C operation. Human odors may be eliminated by removing the source and cleaning the affected area.

Note. Microbiological odors, if in the A/C system, usually last for about 30 seconds after the system is turned on. They will be detected while the A/C is turned on and using either outside or recirculated air. Microbiological odors that occur in areas other than the A/C system (for example, water in doors or wet carpeting) may last indefinitely and will be more intense when recirculated air is used. Microbiological odors will not be present at temperatures at or below 10°C (50°F).

Microbiological odors can be eliminated by removing the source and treating the affected area. Standing water must be allowed to drain and dry out. A/C systems may be treated by using A/C cooling coil coating as described in the service procedure below.

Microbiological odors result from microbial growth supported by warm temperatures and moisture. Microbiological odors are described as musty/mildew type smells and may occur on/in

1. foam seals.
2. rubber seals.
3. adhesives.
4. standing water.
5. water soaked carpet/trim.